[[email protected]]
Control Line Navy Carrier Dick Perry
Eric Conley’s new F4U Corsair for Profile Carrier
gave him a win at the fall Phoenix Carrier Plus IX and
put him at the top of the NCS Top 20.
Eric’s latest Me 109T and Corsair using Nelson engines with Ultra
Thrust mufflers. He has been perfecting the use of mufflers on
Profile models.
Joe Cservenko photographed Gary Hull’s two Brewster 340s
(XSB2A) and Douglas SBD Dauntless at the Brodak contest last
summer.
Eric Conley’s new models and muffler-equipped engines
Also included in this column:
• A new Carrier trivia contest
• Carrier at the Nats
ERIC CONLEY has been working with
mufflers and 10% fuel for a while and is
becoming quite successful in competition.
If his placing in the Navy Carrier Society
(NCS) 2006 Top 20 listings is any
indication (first in Class I and .15 and
second in Profile and Class II), he’s
obviously doing something right.
The photos this month are of his
newest Profile Carrier creation: a Chance
Vought F4U Corsair. Designed from the
outset for a muffler-equipped engine, the
Corsair has a relatively short nose to
adjust for the additional 4 ounces the
muffler adds.
Eric used the Corsair to finish in first
place at the Phoenix, Arizona, contest in
October. It was the first contest for the
model, and the high speed was even better
than he describes in the following (17.5
seconds, 102.8 mph). Eric wrote:
“There are some airplanes that will just
never make it to the winner’s circle in the
AMA Profile Carrier event, and there are a
few others that are just waiting in the
wings to be built and flown. One of those
airplanes may turn out to be the Corsair.
“It has several elements that make it
easily identifiable, and if you capitalize on
those elements you have a lot of room to
squeeze the most out of the design. The
wing comes first as the most identifiable
feature, and the bend doesn’t have to be
very big to definitely say ‘Corsair.’
“The airplane is blue and has this
funny rudder that seems to be halfway
between the cockpit and the aft end of the
airplane, and it has what appears to be a
long nose (it’s only long from the cockpit
to the propeller). With those features, the
10 bonus points are a cinch.
“Other than the wing, it’s a very
conventional build, and I just butt-glue the
wing joints at each bend and it turns out
quite strong. The Corsair is just an MO-1
turned upside down and painted blue.
“I’d better mention Henry Nelson’s
Sport .40 engine that I use (with a
different piston and liner to turn it into a
.36). It’s an engine that goes really fast
and lasts forever.
“I have been under the impression that
the muffler was not quite as fast as an
open face on my Nelsons but have not
been able to nail it down to one or the
other. I did turn 17.7 with my latest 109T,
which is a little nose-heavy, and when I
took the muffler off I noticed a clear
decline in speed but did not time it.
“I guess that one thing is for sure, and
that’s if you’re stuck with 10% fuel, the
muffler is faster. When I turned the 17.7 I
was running Powermaster GMA 10/22
fuel, and as of now it’s my fuel of choice.
I used to run Powermaster 10/18, but after
the rules change to 10 with a minimum of
20% oil the only thing I could find was
10/22.
“One of the big unseen penalties is the
weight of the Ultra Thrust muffler, which
is almost 4 ounces. This Corsair weighs
46 ounces, and I sure wish it were 42
ounces instead.
“I’m building a second Corsair now
that I hope will be less than 46 ounces,
more like 43, but there is a strange
phenomena about the airplanes I build in
that they all weigh 46 ounces whether
Profile, Class I, Class II. Only my .15s
turn out less.”
Eric calls his model a “Corsair,” not an
“F4U,” so it could actually be modeled
after any of the many designators used
for the Corsair.
Here’s the trivia contest question.
How many different designators were
used for the Corsair? I’ll award a year’s
free membership in the NCS (and
mention in this column, of course) to the
reader who can identify the most—with
references for the most obscure, please.
You won’t get credit for it if I can’t
verify it!
The rules are simple. I won’t count all
the minor variations for engine, special
equipment, different canopy designs,
fuel capacity, etc. that produced a string
of “dash” variations after the basic
designator (such as F4U-1, F4U-1A,
F4U-5, and F4U-5N). I won’t count the
experimental variants, e.g. XF4U and
F4U, as separate designators. In case of a
tie I’ll select the winner with a random
drawing.
I will award another free NCS
membership to the reader who can tell
me when a “Corsair” was not a
“Corsair.” You figure out the rules on
that question. I reward for creativity as
well as diligent research.
Nats: Melvin Schuette will be the Navy
Carrier event director at the National
Aeromodeling Championships this
summer. Thanks, Melvin!
As I am writing this in January, we
still need a couple volunteers for judging
and assisting with Nats administration. If
you are interested, please let me know or
contact Melvin at [email protected]
or (785) 256-2583.
The events are on a schedule we’ve
grown accustomed to through the years.
Profile Carrier (and NCS-sponsored
Sportsman Profile) will fly Thursday,
July 12, with processing Wednesday
evening.
Friday is Class I and Class II,
followed by the NCS banquet that
evening. Saturday includes Nostalgia
Carrier (Profile, Class I, and Class II),
.15 Carrier, and Skyray Carrier.
The NCS has new officers for 2007. I
will serve as president, Bob Frogner will
be the vice president, and Ted Kraver
will be secretary/treasurer. Gary Hull
will continue doing his outstanding job
of editing the Hi-Low Landings
newsletter.
Membership is only $6 for E-mail
delivery of the bimonthly newsletter. To
join, contact Ted Kraver at 225 W.
Orchid Ln., Phoenix AZ 85021.
Edition: Model Aviation - 2007/04
Page Numbers: 147,148
Edition: Model Aviation - 2007/04
Page Numbers: 147,148
[[email protected]]
Control Line Navy Carrier Dick Perry
Eric Conley’s new F4U Corsair for Profile Carrier
gave him a win at the fall Phoenix Carrier Plus IX and
put him at the top of the NCS Top 20.
Eric’s latest Me 109T and Corsair using Nelson engines with Ultra
Thrust mufflers. He has been perfecting the use of mufflers on
Profile models.
Joe Cservenko photographed Gary Hull’s two Brewster 340s
(XSB2A) and Douglas SBD Dauntless at the Brodak contest last
summer.
Eric Conley’s new models and muffler-equipped engines
Also included in this column:
• A new Carrier trivia contest
• Carrier at the Nats
ERIC CONLEY has been working with
mufflers and 10% fuel for a while and is
becoming quite successful in competition.
If his placing in the Navy Carrier Society
(NCS) 2006 Top 20 listings is any
indication (first in Class I and .15 and
second in Profile and Class II), he’s
obviously doing something right.
The photos this month are of his
newest Profile Carrier creation: a Chance
Vought F4U Corsair. Designed from the
outset for a muffler-equipped engine, the
Corsair has a relatively short nose to
adjust for the additional 4 ounces the
muffler adds.
Eric used the Corsair to finish in first
place at the Phoenix, Arizona, contest in
October. It was the first contest for the
model, and the high speed was even better
than he describes in the following (17.5
seconds, 102.8 mph). Eric wrote:
“There are some airplanes that will just
never make it to the winner’s circle in the
AMA Profile Carrier event, and there are a
few others that are just waiting in the
wings to be built and flown. One of those
airplanes may turn out to be the Corsair.
“It has several elements that make it
easily identifiable, and if you capitalize on
those elements you have a lot of room to
squeeze the most out of the design. The
wing comes first as the most identifiable
feature, and the bend doesn’t have to be
very big to definitely say ‘Corsair.’
“The airplane is blue and has this
funny rudder that seems to be halfway
between the cockpit and the aft end of the
airplane, and it has what appears to be a
long nose (it’s only long from the cockpit
to the propeller). With those features, the
10 bonus points are a cinch.
“Other than the wing, it’s a very
conventional build, and I just butt-glue the
wing joints at each bend and it turns out
quite strong. The Corsair is just an MO-1
turned upside down and painted blue.
“I’d better mention Henry Nelson’s
Sport .40 engine that I use (with a
different piston and liner to turn it into a
.36). It’s an engine that goes really fast
and lasts forever.
“I have been under the impression that
the muffler was not quite as fast as an
open face on my Nelsons but have not
been able to nail it down to one or the
other. I did turn 17.7 with my latest 109T,
which is a little nose-heavy, and when I
took the muffler off I noticed a clear
decline in speed but did not time it.
“I guess that one thing is for sure, and
that’s if you’re stuck with 10% fuel, the
muffler is faster. When I turned the 17.7 I
was running Powermaster GMA 10/22
fuel, and as of now it’s my fuel of choice.
I used to run Powermaster 10/18, but after
the rules change to 10 with a minimum of
20% oil the only thing I could find was
10/22.
“One of the big unseen penalties is the
weight of the Ultra Thrust muffler, which
is almost 4 ounces. This Corsair weighs
46 ounces, and I sure wish it were 42
ounces instead.
“I’m building a second Corsair now
that I hope will be less than 46 ounces,
more like 43, but there is a strange
phenomena about the airplanes I build in
that they all weigh 46 ounces whether
Profile, Class I, Class II. Only my .15s
turn out less.”
Eric calls his model a “Corsair,” not an
“F4U,” so it could actually be modeled
after any of the many designators used
for the Corsair.
Here’s the trivia contest question.
How many different designators were
used for the Corsair? I’ll award a year’s
free membership in the NCS (and
mention in this column, of course) to the
reader who can identify the most—with
references for the most obscure, please.
You won’t get credit for it if I can’t
verify it!
The rules are simple. I won’t count all
the minor variations for engine, special
equipment, different canopy designs,
fuel capacity, etc. that produced a string
of “dash” variations after the basic
designator (such as F4U-1, F4U-1A,
F4U-5, and F4U-5N). I won’t count the
experimental variants, e.g. XF4U and
F4U, as separate designators. In case of a
tie I’ll select the winner with a random
drawing.
I will award another free NCS
membership to the reader who can tell
me when a “Corsair” was not a
“Corsair.” You figure out the rules on
that question. I reward for creativity as
well as diligent research.
Nats: Melvin Schuette will be the Navy
Carrier event director at the National
Aeromodeling Championships this
summer. Thanks, Melvin!
As I am writing this in January, we
still need a couple volunteers for judging
and assisting with Nats administration. If
you are interested, please let me know or
contact Melvin at [email protected]
or (785) 256-2583.
The events are on a schedule we’ve
grown accustomed to through the years.
Profile Carrier (and NCS-sponsored
Sportsman Profile) will fly Thursday,
July 12, with processing Wednesday
evening.
Friday is Class I and Class II,
followed by the NCS banquet that
evening. Saturday includes Nostalgia
Carrier (Profile, Class I, and Class II),
.15 Carrier, and Skyray Carrier.
The NCS has new officers for 2007. I
will serve as president, Bob Frogner will
be the vice president, and Ted Kraver
will be secretary/treasurer. Gary Hull
will continue doing his outstanding job
of editing the Hi-Low Landings
newsletter.
Membership is only $6 for E-mail
delivery of the bimonthly newsletter. To
join, contact Ted Kraver at 225 W.
Orchid Ln., Phoenix AZ 85021.